Dampened railway truck

ABSTRACT

A railway truck dampened bolster which at its ends is provided with laterally opening sockets into which replaceable bearing blocks are fitted. These bearing blocks bear against wedge-shaped friction blocks which snub the movement of the bolster relative to the side frames in which it is mounted. The bearing blocks may be spring biased outwardly s that they are always firmly engaged with the wedge-shaped friction blocks, thus enabling the friction blocks to provide the snubbing effect even at light car loads. The blocks are easily replaced when the friction surfaces on them wear out, and this avoids the expense of replacing an entire bolster casting.

United States Patent Wallace [45] Apr. 11, 1972 54] DAMPENED RAILWAYTRUCK 2,485,973 10/1949 Lehrman ..105/197 1) 2,550,910 5/1951Christensen ..105/197 D [72] Invent Gemge Wallace 3,390,643 7/1968Takamatsu et a1 105/197 1) [73] Assignee: Diversified Industries, Inc.,St. Louis, Mo.

- Primary Examiner-Arthur L. La Point [22] 1970 AssistantExaminer-Howard Beltran [21] App1.No.: 32,813 AttorneyGravely,Lieder&Woodruff 52 us. 01. ..105/197 DB, 105/226 [57] ABSTRACT II-lt. A railwaytruck dampened bolster which at ends is pro. Fleld of Search D, DB,vlded laterally opening ockets into which replaceable bearing blocks arefitted. These bearing blocks bear against References Cited wedge-shapedfriction blocks which snub the movement of the bolster relative to theside frames in which it is mounted. The UNITED STATES PATENTS bearingblocks may be spring biased outwardly s that they are 1,712,908 5/1929Symington 105/ 197 DB always firmly engaged with the wedge-shapedfriction blocks, 2,053,990 9/1936 Goodwin thus enabling the frictionblocks to provide the snubbing ef- 2,574,348 11/1951 fect even at lightcar loads. The blocks are easily replaced 2,672,102 3/1954 when thefriction surfaces on them wear out, and this avoids ,723 5/ l 938 W theexpense of replacing an entire bolster casting. 2,528,473 10/1950Kowalik 2,053,989 9/1936 Goodwin ..105/197 D 18 Claims, 10 DrawingFigures PATENTEMPR 1 1 I972 SHEET 2 [1F 3 BACKGROUND OF THE INVENTIONThis invention relates in general to railway trucks and, moreparticularly, railway truck bolsters of the snubbed variety.

Railway trucks having snubbed bolster ends, more commonlyknown as Barberstabilized trucks, employ apair of wedge-shaped friction castingsbetween the side surfaces of the bolster ends and the opposing surfaceson the side frames. Those castings are urged upwardly by springs so thatthey fit snugly between bolster ends and the corresponding side frames;Thepresenceof the spring loaded friction blocks or castings prevents thetruck suspension system from bottoming out and furthennore tends to damposcillations.

. In Barber stabilized trucks of current manufacture, the wedge-shapedfriction castings fit into friction pockets in the bolster ends andtherein bear against inclined wear surfaces which form an integrallycast part of the truck bolster. Since considerable friction is generatedat the engaged wear surfaces on the bolster ends and friction blocks,both the bolsters and friction blocks in time wear out at thosesurfaces. While the friction blocks are relatively small castings andeasily replaced at little expense, the truck bolster is not. On thecontrary, truck bolsters are large and relatively complex castings whichare only replaced at considerable expense.

The foregoing problem is particularly acute where abnormal wear occurssuch as on unit trains and other equipment which is subjected to highmileage service.

Furthermore, at light car loads friction blocks are not very effectiveand the damping normally afforded by them is almost negligible. As aresult the trucks of empty or light cars experience severe oscillationsat the critical speed which is usually in the neighborhood of miles perhour. Indeed, at the critical speed the wheels of light cars have beenknown to lift completely off the track and on occasion derail the car.

SUMMARY OF THE INVENTION One of the principal objects of the presentinvention is to provide a railway truck which may be used for extremelylong periods of service without replacing major components thereof suchas the bolster. Another object is to provide a snubbed railway truckhaving replaceable bearing blocks at its bolster ends for engaging thefriction blocks at those ends. A

further object is to provide a truck of the type stated which utilizesconventional friction blocks, side frames and springs. An additionalobject is to provide a bolster which is suitable for use in equipmentsubjected to abnormal wear such as unit trains. Still another object isto provide a bolster which cooperates with friction blocks toeffectively snub the movement of the bolster even at light car loads.Yet another object is toprovide a bolster which is damped even at lightcar loads. These and other objects and advantages will become apparenthereinafter.

The present inventionis embodied in a bolster having ends provided withsockets into which bearing blocks are fitted. The bearing blocks bearagainst friction blocks which move against wear surfaces on side frames.The invention also consists in the parts and in the arrangements andcombinations of parts hereinafter described and claimed.

DESCRIPTION OF THE DRAWINGS In the accompanying drawings which form partof the specification and wherein like numerals and letters refer to likeparts wherever they occur:

FIG. 1 is a side elevational view of a railway truck provided with abolster constructed in accordance with and embodying the presentinvention;

FIG. 6 is a fragmentary sectional view in elevation of a modifiedbolster construction;

FIG. 7 is a sectional view taken along line 7--7 of FIG. 6;

FIG. 8 is a sectional view in elevation of another modified bolsterconstruction;

FIG. 9 is a perspective view of the bearing block used in the bolsterconstruction of FIG. 8; and

FIG. 10 is a sectional view in elevation of still another modifiedbolster construction;

DETAILED DESCRIPTION Referring now in detail to the drawings, 2designates a railway truck which broadly speaking includes a bolster 4,a pair of side frames 6, spring sets 8 for supporting the bolster 4 atits ends on the side frames 6, and a pair of wheel sets 10 supportingthe ends of the side frames 6.

Each side frame 6 (FIG. 1) is of the conventional truss variety and haspedestal ends 12 provided with downwardly extending jaws 14 into whichbearing assemblies 16 are fitted. The bearing assemblies 16 in turnjournal the ends of axles forming part of the wheel sets 10. Thepedestal ends 12 of each side frame 6 are joined through an uppercompression member 20, as well as through a pair of oblique tensionmembers 22 interconnected by a lower tension member 24, the latter beinglocated directly below the center portion of the upper compressionmember 20. The tension member 24 and compression member 20 are connectedby a pair of columns 26, thus forming a bolster window 28 in the sideframe 6. The sides of the window 28 are defined in part by vertical wearplates 30 (FIGS. 3) which are attached to the columns 26 by conventionalrailway lock bolts 32 or welds.

Cast integral with the lower tension member 24 is a spring seat 34(FIGS. 1 and 2) having spring retainer lugs 36 projecting upwardly fromit. The spring seat 34 furnishes subjacent support for the spring set 8,the individual springs of which are restrained at their lower ends bythe spring retainer lugs 36.

The bolster 4 has an enlarged center portion 38 (FIG. 2) upon which therailway car body rests, and that center portion tapers towardand mergesinto reduced bolster ends 40 which project through the bolster windows28 of the side frames 6. Each bolster end 40 rests upon a spring set 8so that bolster 4 is spring suspended on the side frames 6.

Both the central portion 38 and the bolster ends 40 are cast integral toone another and for the most part are hollow. Yet they contain numerousintegrally cast ribs, fillets, gussets, and the like for impartingstrength to the entire bolster 4. The hollow portion of the bolster 4 isformed in the conventional manner, that is by supporting cores within amold and pouring the metal in the voids between the cores and mold. Thecores are of course held in place by core supports extending from themold, and these supports leave various outwardly opening holes in thefinal casting, that is in the bolster 4. Two of these holes are in eachbolster end 40 (FIG. 3).

Referring now to the bolster ends 40, each includes (FIGS. 3 and 4) atop wall 42, a bottom wall 44, and a pair of side walls 46interconnecting the top and bottom walls 42 and 44. The bottom wall 44forms a spring seat which rests upon the spring set 8 and has retainerlugs 48 projecting downwardly therefrom for confining the upper ends ofthe springs in the spring set 8. The top and bottom walls 42 and 44 arealso interconnected by a center rib 50 which is interposed between theside walls 46 and extends parallel thereto through the bolster end 40.

Adjacent to the wear plates 30 on the side frame columns 26, the sidewalls 46 of the bolster ends 40 are interrupted and merge into parallelcross walls 52 (FIG. 3) which extend into and generally across thebolster end 40. At their inner ends these cross walls 52 merge into thecenter rib 50, thus forming outwardly opening sockets 54 in the bolsterends 40. At the sockets 54 the side edges of the top and bottom walls 42and 44 are set inwardly from the side walls 46, (FIG. 4) the offset ofthe latter being greater than the offset of the former.

Each socket 54 receives a bearing block 56 (FIGS. 3-5) having aninclined wall 58 which abuts against the edges of the top and bottomwalls 42 and 44 so that the wall 58 and block 56 are to a limited extentpositioned by those edges. The outwardly presented face of the wall 58is occupied primarily by a planar friction surface 60.

The bearing block 56 also includes a pair of mounting lugs 62 whichextend inwardly from the inclined wall 58 and terminate close to butnevertheless in spaced relation from the center rib 50. The side facesof the lugs 62 as well as the side edges of the wall 58 moreover arepositioned close to the guide walls 52, while the upper and lower edgesof the lugs 62 are located close to .the inwardly presented surfaces ofthe top and bottom walls 42 and 44. Thus, the bearing blocks 56 areclosely confined in the sockets 54 and little free motion is afforded.

The bearing blocks 56 are retained in the sockets 54 by bolts 64 (FIGS.3 and 4) which extend through the guide walls 52 and through the lugs 62in a direction parallel to the side walls 46 and center rib 50. Accessto the outer ends of the bolts 64 is gained through the open outer endof the bolster end 40 (FIG. 1). The portions of the bolts 64, whichprojects beyond the inboard of the two cross walls 52 are fitted withlock nuts 66 and access to the nuts 66 is gained through holes 68 (FIG.3) in the top wall 42 of the bolster end 40. As previously noted, incasting the bolster core supports must be employed to provide it with ahollow interior and the supports leave holes in the resulting casting.The holes68 have such an origin and further provide access to the locknuts 66 when the main bolster casting is fitted with the bearing blocks56.

The bearing blocks 56 may be cast from the same steel from which thebolster 4 is formed or they may be cast or forged form a harder and morewear-resistant steel.

When the bearing blocks 56 are fitted into their respective sockets 54,the planar friction surfaces 60 are presented at an angle to the wearplates 30 positioned opposite to them on the side frame columns 26, thusforming triangular friction pockets 70 (FIG. 4) in the bolster ends 40.

Each friction pocket 70 is occupied by a wedge-shaped friction block 72(FIGS. 2 and 4) having angularly related friction surfaces 74 and 76.The friction surfaces 74 and 76 are moreover planar and the includedangle between them equals the angle between friction surfaces 60 on thebearing block 56 and the exposed faces of the wear plate 30 on the sideframe column 26. Thus, when the friction block 72 is fitted into itstriangular pocket 70 to the fullest extent the friction surface 74 willfacewise abut against the wear plate 30, while the friction surface 76will facewise abut against the friction surface Each friction block 72is urged upwardly into its pocket 70 by a side spring 78 (FIGS. 2 and 4)which is interposed between the block 72 and the spring seat 34 of theside frame 6. To retain the spring 78 in engagement with the frictionblock 72, an embossment projects downwardly from the bottom of the block72 and into the upper end of the spring 78.

In use, the side springs 78 force the friction blocks 72 upwardly intothe friction pockets 70, causing the friction surfaces 74 and 76 thereonto bear respectively against the wear plates 30 and friction surfaces ofthe bearing blocks 56. Thus, when the bolster 4 depresses relative tothe side frames 6, the friction blocks 72 tend to snub this movement andthereby prevent the springs of the spring set 8 from bottoming out. Thesnubbing afforded by the friction blocks 72 also tends to damposcillations between the bolster 4 and side frames 6.

In time, the friction surfaces 74 and 76 on the friction blocks 72 andthe friction surface on the bearing blocks 56 will wear until they nolonger effectively snub the bolster 4. When this occurs the frictionblocks 72 are replaced in the conventional manner. The bearing blocks 56may also be replaced at this time, by loosening the lock nuts 66 andwithdrawing the bolts 64. Once the bolts 64 are removed, the bearingblocks 56 are withdrawn from their sockets 54 and new bearing blocks 56are installed in their place. This is a 4 relatively simple procedure,and avoids the expense and trouble of replacing an entire bolster merelybecause a small surface area on it has worn. Indeed, the cost of fourbearing blocks 56 is considerably less than the cost of an entirebolster casting, resulting in a significant saving to the railroad.

It is possible to provide a modified bolster 80 (FIGS. 5 and 6) which isvery similar to the bolster 4 and includes bolster ends 82, each havinga top wall 84, a bottom wall 86, side walls 88, a center rib 90, andcross walls 92. The guide walls form the sides of sockets 94 into whichbearing blocks 96 are fitted. The bearing blocks 96, like the bearingblocks 56, each have an inclined wall 98 as well as a pair of mountinglugs 100 which project deep into the socket 94 adjacent to the sidewalls 88. The lower end of the inclined wall 98, however, does notextend along the edge of the bottom wall 86, as is the case with thebolster 4, but instead is positioned above the bottom wall 86 (FIG. 6).

Near the cross walls 92 the center rib is provided with integrally caststops 102 against which the inner ends of the lugs abut. Thus, the stops102 position the bearing blocks 96 in the bolster ends 82. The bearingblocks 96 are retained in place by bolts 104 which extend through theguide walls 92 and mounting lugs 100.

The ends 82 of the modified bolster 80 fit into the bolster windows 28of the side frames 6 where theirbottom walls 86 rest upon the springsets 8. The friction blocks 72 moreover fit into the triangular pocketsformed between the wear plates 30 and the outwardly presented faces ofthe inclined walls 98 on the bearing blocks 96.

The bolster 80 functions in the same manner as the bolster 4, exceptthat the inwardly directed forces applied to the bearing blocks 96 bythe friction blocks 72 are resisted by the center rib 90, and not by theedges of the top and bottom walls 84 and 86.

It is possible to provide another modified bolster (FIGS. 8 and 9)having bolster ends 112, each of which includes (FIG. 8) a top wall 114,a bottom wall 116, side walls 118, a center rib 120, and cross or guidewalls 122. The side walls 118 are interrupted at and merge into thecross walls 122 which form laterally opening sockets 124 in the bolsterends 112. The pockets 124 in turn receive bearing blocks 126, and eachbearing block 126 includes an inclined wall 128 having a planar frictionsurface 130 extending across most of its outwardly presented face. Theupper end of the inclined wall 128 projects above the top wall 114 inthe provision of a lip 132, while the lower end of the inclined wall 128terminates slightly above the upper surface on the bottom wall 116 sothat the bottom wall 116 does not interfere with movement of the bearingblock 126 into the socket 124. In addition to the inclined wall 128,each bearing block 126 further includes a pair of guide lugs 134 whichproject into the socket 124 adjacent to the opposed side faces of thecross walls 122. These guide lugs134 are formed integral with theinclined wall 128 from which they project, (FIG. 9) and likewise so is aconnecting wall 136 which projects into the socket 124 along theunderside of the top wall 114. The connecting wall 136 normally bearsagainst the underface of the top wall 114, and when it does relativelylittle clearance exists between the bottom edge of the inclined wall 128and the bottom edges of guide lugs 134. Similarly, relatively littleclearance exists between the guide lugs 136 and cross walls 122.Accordingly, the bearing block 126 is free to move into and out of thesocket 124 to a limited extent, but vertical movement and movementtoward and away from the cross walls 122 is minimal. The exposed edge ofthe top wall 114 is positioned inwardly from the back face of theinclined wall 128 and serves as a stop for limiting the inward movementof the bearing block 126.

Between the guide lugs 134 the inclined wall 128 has a spring seat 138formed integral with it and that spring seat is provided with acylindrical boss 140 which aligns with another cylindrical boss 142 onthe center rib 120. The bosses 142 and 140 project into opposite ends ofa coil type compression spring 144 which extends between and bearsagainst the spring seat 138 and the center rib 120. Thus, the spring 144urges the bearing block 126 outwardly.

In order to retain the bearing blocks 126 in the socket 124 duringinstallation of the bolster ends 112 in the side frames 6, the guidelugs 134 of each bearing block 126 are provided with apertures 146 whichregister with apertures 148 in the guide wall 118 when the bearing block126 is inserted to its fullest extent into the socket 124, in which casethe exposed edge of the top wall 114 will be disposed adjacent to theback face of the inclined wall 128 and the spring 144 will becompressed. Once the apertures 146 and 148 align a pin is insertedthrough them, and this pin holds the block 126 in its retracted positionin the socket 124 in opposition to the force exerted by the spring 144.

With its bearing blocks held in their retracted positions by the pins,the ends 112 of the bolster 110 are installed in the bolster windows 28of the side frames 6 and allowed to rest upon the spring sets 8 therein.When the bolster ends 112 are correctly positioned in the side frames 6the friction surfaces 130 on the bearing blocks 126 will be disposedopposite the wear plates 30 on the side frame columns 16 so thattriangular friction pockets 150 exist between them. The wedge-shapedfriction blocks 72 fit into these pockets 150, their friction surfaces74 and 76 being positioned against the wear plates 30 and frictionsurfaces 130, respectively. Once the friction blocks 72 and their sidesprings 78 are installed, the pins holding the bearing blocks 126 inplace are withdrawn, allowing the spring 144 to force the bearing blocks126 outwardly against the friction surfaces 76 of the friction blocks 72located in the pockets 150.

The springs 144 acting through the bearing blocks 126 maintain thefriction blocks 72 compressed between wear plates 30 and inclined walls128 of the friction blocks 126 at light car loads or even when the caris completely empty. Thus, the snubbing effect of the friction blocks 72is not lost when the railcar is empty or lightly loaded. In other words,at light car loads when the side springs 78 for the friction blocks 72are fully or almost fully extended, the friction blocks 72 do not fitloosely or with little snubbing effect in the friction pockets 150 as istrue with conventional Barber stabilized trucks, but on the contrary thesprings 144 maintain considerable force on the friction blocks 72 sothat the friction surfaces 74 of those blocks bear against the wearplates 30 with significant force. This snubbing action also dampsoscillations considerably.

At heavy car loads, the friction blocks 72 force the bearing blocks 126to their fully retracted positions in the sockets 124 inasmuch as theside springs 78 are considerably heavier than the springs 144. In thatposition, the inwardly presented faces of the inclined walls 128 bearagainst the outer edge of the top wall 114, and accordingly the frictionblocks 72 provide the usual snubbing effect when the car is heavilyloaded.

Aside from maintaining the snubbing action at light car loads, thebearing blocks 126 and springs 144 of the bolster 110 also center thebolster ends 112 at light car loads and absorb impacts directedlaterally upon the bolster 110. These impacts occur primarily duringswitching and coupling operations and can be quite severe. The springs144, however, cushion these impacts sufficiently to prevent damage tothe bolster ends 112.

The bearing blocks 126, are easily replaced when they wear out, and thisof course avoids the necessity of replacing an entire bolster casting.

It is possible to provide still another modified bolster 160 (F 1G.which is very similar to the bolster 110. The bolster 160 includesbolster ends 162, each having a top wall 164, a bottom wall 166, sidewalls 168, a center rib 170, and cross or guide walls 172. The crosswalls 172 form laterally opening sockets 174 in the bolster ends 162 andreceive bearing blocks 175. Each bearing block 175 has an inclined wall176, a pair of guide lugs 178, a connecting wall 180 and a spring seat182 provided with a cylindrical boss 184. The guide lugs 178 extendinwardly from the inclined wall 176 into the sockets 174 and areconnected across their upper ends by the connecting wall 180.

The inclined wall 176 projects upwardly across the outwardly presentededge of the top wall 164 and on its inner side has a vertical abutment186 presented opposite to that edge. Likewise, at its lower end theinclined wall projects downwardly across the outer edge of the lowerwall 166 and on its inner side has a vertical abutment 188 locatedopposite to that edge. The outwardly presented face of the inclined wall128 consists primarily of a planar friction surface 190.

The guide lugs 178 fit closely to the cross walls 172 and thus preventexcess movement of the bearing block 175 transversely in the socket 174.The upper surface of the connecting wall 180 is positioned and nonnallyslides against a wear plate 190 which is secured against the undersideof the top wall 164. In this connection, the innennost edge of the wearplate 190 is welded to the top wall 164, while at its outer end the wearplate 190 turns upwardly along the outer edge of the top wall 164 and ispositioned opposite to the abutment 186 on the bearing block 175. Theupwardly turned portion is also welded to the top wall 164.

Directly inwardly form the spring seats 182 the center rib 170 isprovided with an aperture 192 through which a coiltype compressionspring 194 extends. The ends of the spring 194 fit against the springseats 182, and are retained on the spring seats 182 by the cylindricalbosses 184 which project into the ends thereof.

The guide lugs 178 and the cross walls 172 are provided with apertures196 and 198 which register when the bearing blocks 175 are inserted intothe bolster ends 162 to their fullest extent, and when so registered theapertures 196 and 198 accept pins for retaining the blocks 175 in thesockets 174, notwithstanding the force exerted by the spring 194. Inthis connection, it should be noted that the blocks 175 are fullyretracted when their abutments 186 and 188 are respectively positionedagainst the upwardly turned portion to the wear plate 190 and the outeredge of the bottom wall 166.

The bolster ends 162 are fitted into the bolster windows 28 of the sideframes 6 with the bearing blocks 175 held in their retracted positionsby the temporary restraining pins. When the bolster ends are correctlypositioned in the side frames 6 the bottom wall 166 will seat againstthe upper ends of the spring set 8 and the inclined walls 176 of thebearing blocks 175 will be positioned opposite the vertical wear plates30 on the side frame columns 26 so that a triangular friction pocket 200exists between the two. These pockets 200 receive the friction blocks 72and in each pocket 200 the wear surface 74 of the friction block 72 ispositioned opposite the wear plate 30, whereas the other frictionsurface 76 is positioned opposite the friction surface 190 on theinclined wall 176 of the bearing block 175. Once the friction blocks 72and their springs 78 are installed, the temporary restraining pins arewithdrawn, allowing the spring 194 to force the bearing blocks 175outwardly and compress the friction blocks 72 between the wear plate 30and the bearing blocks 175, even when the railcar is empty or lightlyloaded. Thus, the spring 194 and bearing blocks 175 enable the frictionblocks 72 to snub the bolster when the car is lightly loaded or emptyand the side springs 78 are extended to the length predicted by lightcar weight.

When the railcar carries a greater load, the bolster 160 depresses andso do the friction blocks 72, causing the side springs 78 to bearagainst those blocks and urge them upwardly with greater force. Underheavy loading the side springs 78 acting through the friction blocks 72force the blocks inwardly to the extent that their abutments 186 and 188bear against the upwardly turned portion of the wear plate and the outeredge of the lower wall 166, respectively. Under such circumstances theusual snubbing effect on the bolster 160 is provided.

When the bearing blocks 175 wear to the point that they are no longerserviceable, they may be replaced at relatively little expense.

It should be noted that with slight modification in structure the wearplate 190 and abutments 186 and 188 may be incorporated into the bolster11 This invention is intended cations of the example of the from thespirit and scope of the invention.

What is claimed is:

1. A railway truck comprising side frames having pairs of spaced columnspartially defining bolster windows therein and spring seats at thebottom of the columns; spring means supmto the bolster windows andresting on the spring means so that the bolster is walls, whereby thetop, bottom and cross walls form outwardly opening sockets in thebolster ends, the sockets being aligned with and opening outwardlytoward the friction blocks; and replaceable bearing blocks fitted intothe according to claim 4 wherein the bolster end further comprises acenter rib connecting the top and bottom walls, and wherein the ends ofthe lugs abut against the center rib when the bearing block is insertedto its fullest extent into the socket.

7. A structure according to claim 4 wherein each bearing block has aconnecting wall extending between the lugs and located along theunderside of the top wall.

8. A structure according to claim 1 and further characterized by springsfor urging the bearing blocks outwardly toward the friction blocks.

9. A structure according to claim 8 wherein a separate spring isbutressed against a fixed portion of the bolster end for urging eachbearing block outwardly.

10 A structure according to claim 8 wherein a single spring extendsbetween the bearing blocks at each bolster end.

11. A structure according to claim 8 wherein the sockets are defined inpart by downwardly presented surfaces, and wherein the blocks haveupwardly presented surfaces which bear against and slide along thedownwardly presented surfaces.

12. A structure according to claim 11 wherein the downwardly presentedsurfaces are on hardened wear plates fixed to the top wall in thebolster end. I

3. railway truck comprising side frames having pairs of spaced columnspartially defining bolster windows therein and naled in the side frames;wheels on the axles; wedge-shaped with the end, thus eliminating wear onthe bolster.

14. A railway truck according to claim 13 wherein the securing means areelongated and extend through the bolster ends and the bearing blocks tosecure the bearing blocks in the sockets.

15. A railway truck according to claim 14 wherein the securing means arebolts provided with nuts at their inner ends; and wherein the bolster issubstantially hollow and has a 16. A railway truck according to claimsockets are defined by top and bottom walls cess to the nuts.

A railway truck according to claim 13 wherein the the ends of thesockets at the bolster end.

18. A railway truck according to claim

1. A railway truck comprising side frames having pairs of spaced columnspartially defining bolster windows therein and spring seats at thebottom of the columns; spring means supported on the spring seats; axlesextending between and journaled in the side frames; wheels on the axles,wedge-shaped friction blocks positioned adjacent to the columns with thelarge ends of the wedge-shapes presented downwardly, each friction blockhaving a pair of angularly related wear surfaces, one of which isgenerally vertical and engaged with the adjacent column and the other ofwhich is inclined; additional springs urging the friction blocksupwardly; a bolster extending between the side frames and having bolsterends projecting into the bolster windows and resting on the spring meansso that the bolster is spring-supported on the side frames, the bolsterends comprising spaced top and bottom walls and a pair of spaced crosswalls connecting the top and bottom walls, the bolster ends being openat the ends of the cross walls, whereby the top, bottom and cross wallsform outwardly opening sockets in the bolster ends, the sockets beingaligned with and opening outwardly toward the friction blocks; andreplaceable bearing blocks fitted into the sockets, each bearing blockcomprising an inclined wall positioned generally outside of the socketand having a wear surface engaged with the inclined wear surface on theadjacent friction block and a pair of spaced mounting lugs projectinginto the socket and positioned adjacent to the cross walls, the upperends of the lugs being positioned adjacent to the underside of the topwall and the lower ends of the lugs being positioned adjacent to theupper surface of the bottom wall.
 2. A structure according to claim 1and further characterized by means for securing the bearing blocks inthe sockets.
 3. A structure to claim 2 wherein securing means comprisean elongated member extending through the cross walls and the mountinglugs of the bearing blocks.
 4. A structure according to claim 1 whereinthe cross walls extend outwardly beyond the inclined walls so that apocket for reception of the friction block is formed in the bolster end.5. A structure according to claim 4 wherein the inclined walls of thebearing blocks extend across the end edges of the upper and lower walls,so that movement of each bearing block into its socket is limited.
 6. Astructure according to claim 4 wherein the bolster end further comprisesa center rib connecting the top and bottom walls, and wherein the endsof the lugs abut against the center rib when the bearing block isinserted to its fullest extent into the socket.
 7. A structure accordingto claim 4 wherein each bearing block has a connecting wall extendingbetween the lugs and located along the underside of the top wall.
 8. Astructure according to claim 1 and further characterized by springs forurging the bearing blocks outwardly toward the friction blocks.
 9. Astructure according to claim 8 wherein a separate spring is butressedagainst a fixed portion of the bolster end for urging each bearing blockoutwardly. 10 A structure according to claim 8 wherein a single springextends between the bearing blocks at each bolster end.
 11. A structureaccording to claim 8 wherein the sockets are defined in part bydownwardly presented surfaces, and wherein the blocks have upwardlypresented surfaces which bear against and slide along the downwardlypresented surfaces.
 12. A structure according to claim 11 wherein thedownwardly presented surfaces are on hardened wear plates fixed to thetop wall in the bolster end.
 13. A railway truck comprising side frameshaving pairs of spaced columns partially defining bolster windowstherein and spring seats at the bottoms of the columns; spring meanssupported on the spring seats; axles extending between and journaled inthe side frames; wheels on the axles; wedge-shaped friction blockspositioned adjacent to the columns with the large ends of thewedge-shapes presented downwardly, each friction block having a pair ofangularly related wear surfaces, one of which is generally vertical andengaged with the adjacent column and the other of which is inclined;additional springs urging the friction blocks upwardly; a bolsterextending between the side frames and having bolster ends projectinginto the bolster windows and resting on the spring means so that thebolster is spring supported on the side frames, the bolster ends havingsockets aligned with and opening toward the friction blocks and furtherhaving abutment means associated with the sockets; replaceable bearingblocks fitted into the sockets and engaged with the abutment means whichprovides a rigid abutment limiting the extent to which the bearingblocks enter the bolster end, the bearing blocks being confined in alldirections perpendicular to the direction of insertion by the wallsdefining the sockets in the bolster ends, the bearing blocks furtherhaving inclined friction surfaces which are presented outwaRdly from thesockets when the bearing blocks engage the abutment means and are infacewise abutment with the inclined surfaces of the friction blocks; andsecuring means carried by the bolster ends for preventing withdrawal ofthe bearing blocks from the sockets; whereby the bearing blocks arefixed in position relative to the bolster ends and do not shift againsta surface of the bolster end, thus eliminating wear on the bolster. 14.A railway truck according to claim 13 wherein the securing means areelongated and extend through the bolster ends and the bearing blocks tosecure the bearing blocks in the sockets.
 15. A railway truck accordingto claim 14 wherein the securing means are bolts provided with nuts attheir inner ends; and wherein the bolster is substantially hollow andhas a top wall provided with apertures leading into the hollow interior,the apertures being positioned to provide access to the inner ends ofthe bolts.
 16. A railway truck according to claim 14 wherein the socketsare defined by top and bottom walls and inboard and outboard cross wallsconnecting the top and bottom walls; wherein the securing means arebolts provided with nuts at their inner ends, the nuts being tighteneddown against the inboard cross walls; and wherein the top walls of thebolster ends have holes located slightly inwardly from the inboard crosswalls, the holes being sized and positioned to afford access to thenuts.
 17. A railway truck according to claim 13 wherein the sockets aredefined by the top and bottom walls and inboard and outboard cross wallsinterconnecting the top and bottom walls; and wherein the abutment meanscomprises a center rib interconnecting the top and bottom walls andextending between the cross walls at each bolster end, the rib definingthe ends of the sockets at the bolster end.
 18. A railway truckaccording to claim 13 wherein the sockets are defined by top and bottomwalls and inboard and outboard cross walls interconnecting the top andbottom walls; wherein the ends of the bottom walls at the sockets arestaggered with respect to the ends of the top walls and set inwardlytherefrom; wherein the ends of the top and bottom walls at the socketsform the abutment means; and wherein the bearing blocks have inclinedwalls on which the friction surfaces exist, the inclined walls beingengaged with the ends of the top and bottom walls of the bolster ends.